EP3779141A1 - Combustion chamber structure of internal combustion engine - Google Patents
Combustion chamber structure of internal combustion engine Download PDFInfo
- Publication number
- EP3779141A1 EP3779141A1 EP18914383.7A EP18914383A EP3779141A1 EP 3779141 A1 EP3779141 A1 EP 3779141A1 EP 18914383 A EP18914383 A EP 18914383A EP 3779141 A1 EP3779141 A1 EP 3779141A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- combustion chamber
- spark plug
- internal combustion
- combustion engine
- chamber structure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
- F02B23/105—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder the fuel is sprayed directly onto or close to the spark plug
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/102—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the spark plug being placed offset the cylinder centre axis
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/106—Tumble flow, i.e. the axis of rotation of the main charge flow motion is horizontal
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/108—Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/48—Tumble motion in gas movement in cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/242—Arrangement of spark plugs or injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/241—Cylinder heads specially adapted to pent roof shape of the combustion chamber
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
Description
- The present invention relates to a combustion chamber structure for an internal combustion engine.
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JP 2008-303798 A - However, the above-described internal combustion engine does not have a structure based on the characteristics of the tumble flow, and thus has a problem that the dilution combustion strength decreases due to variations in the flow velocity or the flow direction of the tumble flow.
- The present invention has been made in view of such a technical problem. It is an object of the present invention to provide a combustion chamber structure for an internal combustion engine capable of suppressing flow variations in a tumble flow.
- According to one aspect of the present invention, a combustion chamber structure for an internal combustion engine includes a recessed portion formed in a pent roof of a cylinder head on an upstream side of a tumble flow with respect to a spark plug.
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FIG. 1 is a schematic view in which a cylinder head of an internal combustion engine according to a first embodiment of the present invention is viewed from the side of a combustion chamber. -
FIG. 2 is a schematic cross-sectional view of the combustion chamber along the II-II line ofFIG. 1 . -
FIG. 3 is a schematic cross-sectional view of the combustion chamber along the III-III line ofFIG. 1 . -
FIG. 4 is a schematic cross-sectional view for explaining a recessed portion. -
FIG. 5 is a schematic cross-sectional view for explaining the maximum height position of the combustion chamber. -
FIG. 6 is a schematic cross-sectional view of a combustion chamber of an internal combustion engine according to a second embodiment of the present invention. -
FIG. 7 is a schematic cross-sectional view of a combustion chamber of an internal combustion engine according to a third embodiment of the present invention. - Hereinafter, the structure of a
combustion chamber 101 of aninternal combustion engine 100 according to a first embodiment of the present invention is described with reference to the accompanying drawings. -
FIG. 1 is a schematic view in which acylinder head 30 of theinternal combustion engine 100 according to the first embodiment of the present invention is viewed from thecombustion chamber 101 side.FIG. 2 is a schematic cross-sectional view of thecombustion chamber 101 along the II-II line ofFIG. 1 .FIG. 3 is a schematic cross-sectional view of thecombustion chamber 101 along the III-III line ofFIG. 1 . - The
internal combustion engine 100 is provided with acylinder block 10, apiston 20 provided in acylinder 11 formed in thecylinder block 10, acylinder head 30 provided above thecylinder block 10 and closing thecylinder 11, and aspark plug 40 and aninjector 50 provided in thecylinder head 30 as illustrated inFIG. 2 . Theinternal combustion engine 100 may be a single cylinder or may be a multicylinder. - The
cylinder head 30 has apent roof surface 31 configuring the upper surface of thecombustion chamber 101. As illustrated inFIG. 1 , thepent roof surface 31 is configured of aroof surface 31a on the intake side where twointake ports 32 are formed and aroof surface 31b on the exhaust side where twoexhaust ports 33 are formed. InFIG. 1 , the illustration of an intake valve and an exhaust valve is omitted. - Between the two
intake ports 32 in theroof surface 31a, arecessed portion 34 recessed upward with theroof surface 31a as the reference plane (dotted line) is formed as illustrated inFIG. 2 . In this embodiment, theinjector 50 is provided in therecessed portion 34. - As illustrated in
FIG. 3 , thespark plug 40 and therecessed portion 34 are disposed side by side along a direction orthogonal to the cross section along the III-III line ofFIG. 1 . The direction orthogonal to the cross section along the III-III line ofFIG. 1 is, in other words, a direction parallel to a direction orthogonal to an engine crankshaft and a cylinder shaft. InFIG. 3 , the illustration of theinjector 50 is omitted. - In this embodiment, the
spark plug 40 is provided slightly on theroof surface 31b side relative to a center portion of thecombustion chamber 101. - In an operation of the
internal combustion engine 100, a tumble flow is generated in thecombustion chamber 101 as indicated by the dashed arrow inFIG. 2 . The tumble flow of this embodiment is a flow (normal tumble flow) in a direction in which intake flowing into thecombustion chamber 101 from theintake ports 32 flows along the wall surface of thecylinder 11 on the exhaust side, the top surface of thepiston 20, and the wall surface of thecylinder 11 on the intake side in this order. - The
internal combustion engine 100 has therecessed portion 34 formed in thepent roof surface 31 as described above. Therefore, the tumble flow flowing along thepent roof surface 31 is concentrated to therecessed portion 34 and rectified, and then the rectified flow is directed toward thespark plug 40. Thus, the flow velocity or the flow direction of the tumble flow directed toward thespark plug 40 is stabilized. - More specifically, this embodiment can suppress flow variations in the tumble flow directed toward the
spark plug 40, and therefore can realize stable ignition and combustion even under dilution combustion, such as in a lean combustion region or during the execution of control of EGR (Exhaust Gas Recirculation). Thus, the combustion strength under the dilution combustion is improved. As a result, the fuel consumption is improved and the generation of an environmentally harmful substance (NOx) is also suppressed. - Moreover, in this embodiment, the
injector 50 is provided in therecessed portion 34, and therefore therecessed portion 34 also functions as a relief portion of fuel sprayed from theinjector 50. Therefore, even when therecessed portion 34 is provided in thepent roof surface 31, theinjector 50 can be easily disposed. Theinjector 50 may be provided at positions other than therecessed portion 34. - Then, the
recessed portion 34 is described in more detail with reference toFIG. 4 . - The
recessed portion 34 has aninclined surface 34b inclined from abottom portion 34a of therecessed portion 34 toward thespark plug 40 on thespark plug 40 side as illustrated inFIG. 4 . - Thus, the tumble flow concentrated to the
recessed portion 34 is rectified to flow along theinclined surface 34b to be a flow directed toward thespark plug 40. Therefore, the uniformity of the tumble flow directed toward thespark plug 40 is improved. - Moreover, as indicated by the chain double-dashed line extending from the
inclined surface 34b, an ignition portion of thespark plug 40 is located on the extension of theinclined surface 34b. - Thus, the ignition portion is located at the destination toward which the rectified tumble flow is directed, and therefore a discharge channel generated in the ignition portion can be stably extended.
- As indicated by an angle θ, the
inclined surface 34b is inclined downward toward the tip side of thespark plug 40 relative to a plane orthogonal to the axis of the spark plug 40 (hereinafter referred to as an orthogonal plane). - This can prevent the contact of the discharge channel with the upper surface (
roof surface 31b) of thecombustion chamber 101 on the downstream side of the tumble flow with respect to thespark plug 40, so that stable ignition can be realized. - Then, the maximum height position of the
combustion chamber 101 is described with reference toFIG. 5 . - In this embodiment, the maximum height position of the
combustion chamber 101 is located on the upstream side of the tumble flow with respect to thespark plug 40 as illustrated inFIG. 5 . The center of the tumble flow is located on the upstream side of the tumble flow with respect to thespark plug 40. - Due to the fact that the maximum height position of the
combustion chamber 101 is located on the upstream side of the tumble flow with respect to thespark plug 40, the tumble flow center is located closer to the intake side relative to thespark plug 40. When the tumble flow center is present on the upstream side of the tumble flow relative to thespark plug 40, the flow direction of the tumble flow with respect to thespark plug 40 can be directed downward relative to the horizontal and the flow rectified in the recessedportion 34 is directed toward thespark plug 40. Therefore, the flow directed toward thespark plug 40 can be stabilized. - As described above, the structure of the
combustion chamber 101 of this embodiment has therecessed portion 34 formed in thepent roof surface 31 of thecylinder head 30 on the upstream side of the tumble flow with respect to thespark plug 40. - The
recessed portion 34 and thespark plug 40 are provided side by side in a direction parallel to the direction orthogonal to the engine crankshaft and the cylinder shaft. - Thus, the tumble flow flowing along the
pent roof surface 31 is concentrated to therecessed portion 34 and rectified, and then the rectified flow is directed toward thespark plug 40. Therefore, the flow variations in the tumble flow directed toward thespark plug 40 can be suppressed. - Moreover, the
injector 50 is provided in therecessed portion 34. - Thus, the
recessed portion 34 functions as the relief portion of the fuel sprayed from theinjector 50. Therefore, even when therecessed portion 34 is provided in thepent roof surface 31, theinjector 50 can be easily disposed. - The tumble flow is the flow in the direction in which the intake flowing into the
combustion chamber 101 flows along the wall surface of thecylinder 11 on the exhaust side, the top surface of thepiston 20, and the wall surface of thecylinder 11 on the intake side in this order. - The recessed
portion 34 is formed in theroof surface 31a on the intake side in the pentroof surface 31. - Thus, the tumble flow can be efficiently rectified.
- The recessed
portion 34 has theinclined surface 34b inclined toward thespark plug 40 on thespark plug 40 side. - Thus, the tumble flow concentrated to the recessed
portion 34 is rectified to flow along theinclined surface 34b to be a flow directed toward thespark plug 40, and therefore the uniformity of the tumble flow directed toward thespark plug 40 is improved. - The
inclined surface 34b is inclined downward toward the tip side of thespark plug 40 relative to the orthogonal plane. - Thus, the contact of the discharge channel with the upper surface (
roof surface 31b) of thecombustion chamber 101 on the downstream side of the tumble flow with respect to thespark plug 40 can be suppressed, so that stable ignition can be realized. - The ignition portion of the
spark plug 40 is located on the extension of theinclined surface 34b. - Thus, the ignition portion is located at the destination toward which the rectified tumble flow is directed, and therefore the discharge channel generated in the ignition portion can be stably extended.
- The maximum height position of the
combustion chamber 101 is located on the upstream side of the tumble flow with respect to thespark plug 40. - The center of the tumble flow is located on the upstream side of the tumble flow with respect to the
spark plug 40. - Due to the fact that the maximum height position of the
combustion chamber 101 is located on the upstream side of the tumble flow with respect to thespark plug 40, the tumble flow center is located closer to the intake side relative to thespark plug 40. When the tumble flow center is present on the upstream side of the tumble flow relative to thespark plug 40, the flow direction of the tumble flow with respect to thespark plug 40 can be directed downward relative to the horizontal and the flow rectified in the recessedportion 34 is directed toward thespark plug 40, and therefore the flow directed toward thespark plug 40 can be stabilized. - Then, the structure of a
combustion chamber 201 of aninternal combustion engine 200 according to a second embodiment of the present invention is described with reference toFIG. 6. FIG. 6 is a schematic cross-sectional view of thecombustion chamber 201 of theinternal combustion engine 200 and corresponds toFIG. 2 of the first embodiment. Hereinafter, differences from the first embodiment are mainly described and a description of the same configurations as those of the first embodiment is omitted. - The
internal combustion engine 200 is provided with acylinder block 10, apiston 20 provided in acylinder 11 formed in thecylinder block 10, acylinder head 60 provided above thecylinder block 10 and closing thecylinder 11, and aspark plug 40 and an injector (not illustrated) provided in thecylinder head 60. - The
cylinder head 60 has a pentroof surface 61 configuring the upper surface of thecombustion chamber 201. The pentroof surface 61 is configured of aroof surface 61a on the intake side where two intake ports (not illustrated) are formed and aroof surface 61b on the exhaust side where two exhaust ports (not illustrated) are formed. - Between the two
intake ports 32 in theroof surface 61a, a recessedportion 64 recessed upward with theroof surface 61a as the reference plane (dotted line) is formed. - In this embodiment, the
spark plug 40 is located in a center portion of thecombustion chamber 201 in the radial direction of thecylinder 11. - Therefore, as the structure of the
combustion chamber 201 of theinternal combustion engine 200, a side direct-injection injector or port injection can be adopted. - Moreover, the
internal combustion engine 200 has the recessedportion 64 formed in the pentroof surface 61 as described above. Therefore, a tumble flow flowing along the pentroof surface 61 is concentrated to the recessedportion 64 and rectified, and then the rectified flow is directed toward thespark plug 40. Thus, the flow velocity or the flow direction of the tumble flow directed toward thespark plug 40 is stabilized. - As described above, according to the structure of the
combustion chamber 201 of this embodiment, flow variations in the tumble flow directed toward thespark plug 40 can be suppressed and the side direct-injection injector or the port injection can be adopted. - Then, the structure of a
combustion chamber 301 of aninternal combustion engine 300 according to a third embodiment of the present invention is described with reference toFIG. 7. FIG. 7 is a schematic cross-sectional view of thecombustion chamber 301 of theinternal combustion engine 300 and corresponds toFIG. 2 of the first embodiment. Hereinafter, differences from the first embodiment are mainly described and a description of the same configurations as those of the first embodiment is omitted. - The
internal combustion engine 300 is provided with acylinder block 10, apiston 20 provided in acylinder 11 formed in thecylinder block 10, acylinder head 70 provided above thecylinder block 10 and closing thecylinder 11, and aspark plug 40 and an injector (not illustrated) provided in thecylinder head 70. - The
cylinder head 70 has a pentroof surface 71 configuring the upper surface of thecombustion chamber 301. The pentroof surface 71 is configured of aroof surface 71a on the intake side where two intake ports (not illustrated) are formed and aroof surface 71b on the exhaust side where two exhaust ports (not illustrated) are formed. - Between the two intake ports in the
roof surface 71a, a recessedportion 74 recessed upward with theroof surface 71a as the reference plane (dotted line) is formed. - In this embodiment, in the recessed
portion 74, a part of the cross-sectional shape is formed by anarc 74a. A curvature radius R of thearc 74a is set so that a diameter 2R of a circle including thearc 74a is larger than a height H of thecombustion chamber 301 in a most compressed state and is smaller than a bore diameter D of thecombustion chamber 301. In the recessedportion 74, the entire cross-sectional shape may be formed by an arc. - When the size of the curvature radius R of the
arc 74a and the size of the curvature radius of a tumble flow are closer to each other, the tumble flow can be rectified while suppressing a pressure loss. Herein, the curvature radius of the tumble flow is geometrically set to a size between H/2 and D/2. - Therefore, by setting the curvature radius R of the
arc 74a so that the diameter 2R of the circle including thearc 74a is larger than the height H and smaller than the bore diameter D, the tumble flow can be rectified while suppressing a pressure loss. - As described above, according to the structure of the
combustion chamber 301 of this embodiment, flow variations in a tumble flow directed toward thespark plug 40 can be suppressed while suppressing a pressure loss. - As described above, the embodiments of the present invention are described. However, the embodiments merely exemplify some of application examples of the present invention and do not intend to limit the technical scope of the present invention to the specific configurations of the embodiments described above.
- For example, the recessed
portions spark plug 40, the recessed portions may be formed in the roof surface on the exhaust side on the upstream side of the tumble flow with respect to thespark plug 40. Also in this case, the effect that a tumble flow flowing along the pent roof surface of the cylinder head is concentrated to the recessed portions and rectified, and then the rectified flow is directed toward thespark plug 40 can be obtained. - The configurations of the embodiments can be used in appropriate combinations.
Claims (12)
- A combustion chamber structure for an internal combustion engine comprising:
a recessed portion formed in a pent roof surface of a cylinder head on an upstream side of a tumble flow with respect to a spark plug. - The combustion chamber structure for an internal combustion engine according to claim 1, wherein
in the recessed portion, an injector is provided. - The combustion chamber structure for an internal combustion engine according to claim 1 or 2, wherein
the tumble flow is a flow in a direction in which intake flowing into the combustion chamber flows along a wall surface of a cylinder on an exhaust side, a top surface of a piston, and a wall surface of the cylinder on an intake side in this order. - The combustion chamber structure for an internal combustion engine according to any one of claims 1 to 3, wherein
the recessed portion is formed in an intake side roof surface of the pent roof surface. - The combustion chamber structure for an internal combustion engine according to any one of claims 1 to 4, wherein
the recessed portion has an inclined surface inclined toward the spark plug on a side of the spark plug. - The combustion chamber structure for an internal combustion engine according to claim 5, wherein
the inclined surface is inclined downward toward a tip side of the spark plug relative to a plane orthogonal to an axis of the spark plug. - The combustion chamber structure for an internal combustion engine according to claim 5 or 6, wherein
an ignition portion of the spark plug is located on an extension of the inclined surface. - The combustion chamber structure for an internal combustion engine according to any one of claims 1 to 7, wherein
a maximum height position of the combustion chamber is located on the upstream side of the tumble flow with respect to the spark plug. - The combustion chamber structure for an internal combustion engine according to claim 8, wherein
a center of the tumble flow is located on the upstream side of the tumble flow with respect to the spark plug. - The combustion chamber structure for an internal combustion engine according to any one of claims 1 to 9, wherein
the spark plug is located in a center portion of the combustion chamber. - The combustion chamber structure for an internal combustion engine according to any one of claims 1 to 10, wherein
the recessed portion and the spark plug are provided side by side in a direction parallel to a direction orthogonal to an engine crankshaft and a cylinder shaft. - The combustion chamber structure for an internal combustion engine according to any one of claims 1 to 10, wherein
in the recessed portion, at least one part of a shape of a cross section orthogonal to an engine crankshaft is formed by an arc, and
a diameter of a circle including the arc is larger than a height of the combustion chamber in a most compressed state and smaller than a bore diameter of the combustion chamber.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/IB2018/000681 WO2019197860A1 (en) | 2018-04-10 | 2018-04-10 | Combustion chamber structure of internal combustion engine |
Publications (3)
Publication Number | Publication Date |
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EP3779141A1 true EP3779141A1 (en) | 2021-02-17 |
EP3779141A8 EP3779141A8 (en) | 2021-03-31 |
EP3779141A4 EP3779141A4 (en) | 2021-03-31 |
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EP18914383.7A Pending EP3779141A4 (en) | 2018-04-10 | 2018-04-10 | Combustion chamber structure of internal combustion engine |
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US (1) | US11346276B2 (en) |
EP (1) | EP3779141A4 (en) |
JP (1) | JPWO2019197860A1 (en) |
CN (1) | CN111954755B (en) |
WO (1) | WO2019197860A1 (en) |
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JP7118943B2 (en) * | 2019-11-21 | 2022-08-16 | 本田技研工業株式会社 | internal combustion engine |
CN116378814B (en) * | 2023-06-07 | 2023-09-15 | 潍柴动力股份有限公司 | Combustion chamber, engine and design method of combustion chamber |
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2018
- 2018-04-10 JP JP2020512935A patent/JPWO2019197860A1/en active Pending
- 2018-04-10 US US16/981,812 patent/US11346276B2/en active Active
- 2018-04-10 WO PCT/IB2018/000681 patent/WO2019197860A1/en unknown
- 2018-04-10 CN CN201880091132.6A patent/CN111954755B/en active Active
- 2018-04-10 EP EP18914383.7A patent/EP3779141A4/en active Pending
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CN111954755B (en) | 2022-09-20 |
CN111954755A (en) | 2020-11-17 |
JPWO2019197860A1 (en) | 2021-03-11 |
EP3779141A8 (en) | 2021-03-31 |
EP3779141A4 (en) | 2021-03-31 |
US20210115841A1 (en) | 2021-04-22 |
WO2019197860A1 (en) | 2019-10-17 |
US11346276B2 (en) | 2022-05-31 |
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